Motor clutch and transmission mechanism



Sept. 26, 1939. 1 Fr-:ERICK Er AL 2,174,259

MOTOR CLUTCH AND TRANSMISSION MEGHANISM INVENTORS /a/ fear/CK Sept. 26, 1939. J. FEERICK ELAL l 2,174,259

I MOTOR CLUTCH AND TRANSMISSION-MECHANISM Fiied oct. 18', 1957 2 sheets-sheet 2 y# -Am Patented Sept. 26, 1939 .UNITED STATES' A2,174,259 PATENT oFFlcs Mo'roa oLn'ron AND TRANSMISSION MECHANISM l Jay Feerlck, Oakland,

'and William R. Smyth,

Hayward, Calif.assignors of vone-third to Edwin E. Dunstan, Oakland, Calif.

Application october 18.1937, serial No. 169,556

. 'IClalms.

member, will automatically de-clutch the driving connection between the drive and driven membersrand will, depending upon its amount of movement, automatically connect any of a series oi! different speed transmission units between said drive and driven members.

Another object o! the invention is to provide a clutch andtransmission unit oi' the character above wherein the several transmissionunits are constantly'engaged with the driven member and wherein the yseveral gears used in the units `are constantly enmeshed so that a change from one transmission 'unit to another may be accomplished at substantially any engine speed without causing a clashing of gears.

A further object of the invention is to provide a mechanism of the character described wherein several clutch sections are used and which are connected to the different transmission units and are movable into and from a position of engagement with a master clutch section connected to the drive member,` whereby the change from one transmission unit to a different speed transmission unit may be eilected merely by advancing n and retracting certain of said clutch sections into and from a position of engagement with the master clutch section and without requiring any changing of gears or the like.`

1 Still another object of the inventionis to provide a mechanism of the character described which is designed and arranged in a manner providing for a constant lubrication of the operating parts and wherein the latter are ,so constructed as to insure a positiveness of operation and a long and substantially unlimited life of mechanism.

The invention possesses other objects andvfeatures of advantage, some of which, with the foregoing, Will be set forth inthe following description of the preferred form of the invention which is illustrated in the drawings accompanying and forming part of the specification. It is to be understood, however, that variations in the showing may be adopted within the scope o! the invention as set forth in the claims.

Referring to said drawings:

Figure 1 is a longitudinal, vertical sectional view of a clutch and transmission unit constructed in accordance with the present invention.

Figure 2 is a plan sectional view of the transmission mechanism shown with the top cover.'

thereof removed and substantially on the plane of the base of such section.

Figure 3 is a side elevation of the mechanism showing the operativev connection between the clutch pedal and the several parts of the mechanism.

Figure 4 is a side elevation of a part of the operating connection between the clutch pedal f and transmission mechanism. l

Figure 5 is an end elevation oi the mechanism illustrated in Figure 4.

The clutch and variable speed transmission mechanism with the present invention consist briefly lin the inter-positioning between a drive member and a. driven member of a plurality of different speed transmission units which are con-- stantly connected to the driven member` andr which are selectively connected to the drive member by means of a master clutch section carried by the drive member and a plurality of clutch sections connected to the individual transmission units and being individually advanceable and retractable into a position engaging the master clutch section. The selective connection of these individual clutch sections; to th'e master clutch section is arranged to be effective by a single operating member such as a clutch pedal and which, in accordance with its amount of movement, effects the selective engagement of the secondary clutch sections to the master clutch section.

An apparatus for carrying out the above has been illustrated in they accompanying drawings and comprises a drive member 6 and a driven member 1 which are rotatably carried in substantially longitudinal alignment in connected clutch and transmission casings 8 and 9 respectively. The drive member 6 is adapted for connection to an engine or other suitable source of power and slidably supports'the hub portion II of a master clutch disc or plate I2. the latter being splined to the shaft 6 for rotation therewith. The member I2 may be constructed in such a manner as to provide a ily-wheel for the engine, and as here shown, is provided with a ring gear I3 around its periphery for connection to a starter motor or the like. An auxiliary intermediate clutch plate i4 is supported by the plate I2 and provides an intermediate driving connection between the latter and a, plurality of clutch plates or sections I6, I1 and I8,Which are mounted for engagement with an opposite side of the plate Il. The plate Il is provided with a central hub portion I9 which is reciprocally and rotatably mounted in a cylindrical bearing portion 2i in the master clutch plate I2, and is normally pressed to an outwardly spaced position relative to the plate I2 by means of a helical spring 22 mounted between the end 23 of the shaft B and the hub portion I9 of the plate Il.

of a ring plate 24 secured to the clutch plate I2 and which engages an annular shoulder 26 on the hub.

The clutch members or sections I6, I1 and I8 are arranged for individual co-axial engagement with the plate I4 as here shown, the section I6 is of disc form while the sections I1 and I8 are of ring form of different diameters, so that the ring I1 will surround the disc I6 and the ring I8 will surround the ring I1. The members I6, I1 and I8 are secured at their hub portions to a shaft 21, sleeve 28 and sleeve .29, the sleeve 28 being journaled on the shaft 21 and the sleeve 29 being journaled on the shaft 28, so that the clutch sections are each provided with a co-axial rotational support about the central axis of the shaft 21. The shaft and sleeves 21, 28 and 29 extendy from the interior of the clutch casing 8 through a common wall 8| of the casing, where the sleeve 29 is supported in a bearing 32 and into the interior of the casing 9 and the shaft 21 is splined at its opposite end in the casing 9 to the driven shaft 1, which extends through an outer wall 33 in the casing 9 and is supported thereat in a bearing 34.

In accordance with the present arrangement, a plurality of different speed transmission units are connected between each of the sleeves 28 and 29 and the shaft 21 and the latter are constantly connected to the shaft 21 and are placed into and out of operation by the advancement and retraction of the several clutch sections I6, I1 and I8 into and out of engagement with the clutch plates I4 and I2. As here shown, these variable speed units are provided for by the use of a counter-shaft 36 journaled at its ends in bearings 31 and 38 in the walls 3l and 33 of the casing 9, and which supports a pair of gears 39 and 4I which mesh with gears 42 and 43 on the sleeve 29 and the sleeve 28 respectively. The movement of the counter-shaft 38 is transmitted to the shaft 21 and thence to the driven member by means of a direct drive gear 4'4 which is engaged with a gear 46 on the shaft 21, and a reverse driving gear 41 which is connected through an idler pinion l48 to a gear 48 on the driven shaft 1. It will thus be clear that when the clutch section I6 is engaged with the plate I4 and the master clutch plate I2, power will be transmitted through the shaft 21 directly to the driven shaft 1. lWhen the clutch section I6 is retracted and the clutch section I1 advanced into engagement with the clutch plate I4, power is transmitted through the sleeve 28 and'gears 43 and 4I to the counter-shaft 36 and then by Way of gears 44 and 46 to the shaft 21 of the driven shaft 1. When the clutch sections I6 and I1 are retracted and the section I8 advanced to a position engaging the clutch plate I4, power is transmitted through the sleeve 29 and gears 42 and 39 to the counter-shaft 36 and thence by way of gears 44 and 46 to the shaft 21 and the driven shaft 1.

Means are provided for insuring the individual retraction and advance of any oi' the clutch members I6. I1 and I8 so that only one at a time of these clutch sections will be engaged with the plate I4. This is accomplished by mounting a rotatable cam 6I between brackets 62 and 53 connected to the sleeve 28 and the shaft 21 respectively, whereby upon rotation of the cam, a dif- 4ferential displacement between the shaft andsleeve may be effected The brackets 52 and 63 are slidably supported at their upper ends on a The hub I9 is confined in the bearing 2| by means transverse supporting pin 54 carried by an end 56 and depending lugs 51 and 58 in a cover 59 of the casing 9 and are normally resliently pressed into engagement with the opposite sides of the cam 5I by means of helical springs 68 and 6I surrounding the pin 54 and compreed between the brackets andthe lugs 51 and 58. The lower ends of the brackets are bifurcated and engaged in annular channels or grooves 62 and 63 formed in members 64 and 66 xed to thesleeve 28 and the shaft 21 respectively. The cam 5I is so arranged that on rotation in steps of the shaft 21 and sleeve 28 will be displaced to alternately connectthe clutch members I 6 and I1 to the plate I4. Preferably, these two positions of transmission provide the high and second speeds of the transmission unit, the connection through the clutch section I6 and the shaft 21 being a direct drive from the motor to the driven shaft and the connection between the sleeve 28 and the driven member being effected as aforesaid through reduction gears 43 and 4I, and 44 and 46.

The cam as illustrated in Figure 1, is supported on a transverse shaft 61 journaled at its ends in bearings provided by the side walls 68 and E9 of the casing 9 and is provided with two sets 1I and 12 of opposed parallel sides for accomplishing the aforesaid shift. As illustrated in Figure l, opposed. sides 1I of the cam are engaged with the members 52 and 53 and such engagement causes the retraction of the clutch section I1 due to the pressure of spring 60 on member 52 and the advancement of clutch section I6 due to the pressure of spring 6I on member 53. Upon rotation of the cam through 90, the opposed sides 12 of the cam are brought into engagement with the members 52 and 53 and in accordance with the present arrangement, the sides 12 are spaced a greater difference apart than are the sides 1I. As a result, the member 52 is urged longitudinally of the shaft 21, which causes an advancement of the member I1 into engagement with the plate I4 and the member 53 is displaced in an opposite direction to retract the shaft 21 and the clutch section I6. Preferably, meansare used for positively holding the members 52 and 63 against the opposed sides of the cam and as here shown, a pair of wheels 13 and 14 are mounted on the shaft 61 at opposite sides of the members 52 and 53 and are provided with inwardly engaging sets of lugs 16 and 11 for engaging the outer sides 18 and 19 of the members 52 and 63 when the cam is moved into the position aforesaid.

The low" or most reduced transmission speed, is effected by advancing the clutch section I8 into engagement with the clutch plate I4, while the clutch sections I 9 an'd I1 are retracted therefrom so that power will be transmitted through the section I6, the outer sleeve 29, the gears 42 and engage intermediate sides 8I of thefcam against the members 52 and 53. The sides 8I are so spaced as to retract both of the clutch sections I6 and I1. .In this position ofthe cam, a cam shoulder 82 on wheels 13 and 14 is moved against the transmission ends of a bracket or arm 63 slidably, supported at its'upper end on the pin 64, and engaging at its lower end in a collar 84 secured to thesleeve 29 so as to displace the sleeve 75 and the clutch section i9 into a position engaging the latter with the clutch plate |4.` The movementl of the member 93 is resisted by a helical spring 96 carried by the pin 54 and abutting the cover side 56.

Preferably, the gears 42 and 43 are splined to the sleeves 29 and 29 so as to enable a relative displacement of the sleeves and gears without a` relative displacement between these gears and the meshed gears 39 and 4| on the counter-shaft...

This provision enables the use of a special type of gear teeth on these teeth, such as spiral or herringbone, for minimizing the sound.

As above indicated. the shifting of the several transmission unitsinto and out of operation is arranged to be effected by means of a single operating member such as a clutch pedal 91 which, as illustrated in Figure 3, extends through the fioor boards 98 of the vehicle and is provided with a depending portion 99 which is secured adjacent its lower end to a transverse auxiliary shaft 9| carried by the side Walls 69 and 69' of the casing 9. Rotation of the shaft 9| is transmitted to the cam shaft 61 by means of a segment' member 99 carried by the shaft 9| and which is provided with teeth 92 engaged with a gear 93 rotatably carried on the shaft 61. The gear 93 is provided with a dog 94 which is adapted to engage with one of a plurality of shoulders 96 on a wheel 91 fixed to the shaft 61 for rotating the shaft upon appropriate rotation of the gear 93. As here shown, the shoulders 96 are positioned at substantially 90 intervals around the periphery of the wheel 91 and the dog 94 is normally spaced from one of these shoulders so as to provide for a limited movement of the clutch pedal and the gear 93 without imparting any movement to the cam shaft 61. This initial movement of the clutch pedal and indicated by the dotted outline 99 of the clutch pedal, operates to effect aretractionof the master clutch plate I2 from the intermedi-ate clutch plate I4 and thus de-clutch the mechanism without changingany of the transmission gear ratios. Displacement of the master clutch unit from the clutch shaft is effected by means of a lever 99 pivotally supported by a side wall |9| of the clutch casing 9 and which at its inner end, is provided with spaced arm portions |92 which engage in a channel or collar ID3-provided on the hub Ii of the master clutch section. The outer portion of the lever 99 is connected by means of a link |94 to the lower eno' of the clutch portion 99, so that upon inward displacement of the clutch pedal to the position indicatedat 99, the lever 99 will be rocked sufficiently to retract the clutch plate I2 from the intermediate clutch plate |4. On further displacement of the clutch pedal to a position indicated by the dotted outline |96 of the clutch, the gear 93 is rotated to displace the cam shaft 90". v

Preferably, means are provided for preventing a return of the clutch pedal once the'same has entered the zone of movement between positions 99 and |96 until the clutch pedal is moved to the end of this zone of movement and the cam rotated a full 90. form of a detent member |91 secured at its upper end |98 to a side wall of the casing 9 and which operatively engages a series of iratchet teeth |95 carried by the segment gear 92. The vdetent member is preferably formed of a pair of telescopic sections and H2 which are resiliently pressed to a distended position by means of a helical spring I3. carried by the outer and upper position 99, the

This means is here in the section ll2'and the 'lower section lll is provided4 with a notch ||4 which is engageable upon compression of the sections with a pin H6 carried by the side wall 69 of the casing 9. Upon depression of the clutch pedal and rotation of the segment gear 92 to a position beyond the pedal iower end u1 of the detent wm be pressed by the spring H3 into engagement with the ratchet teeth |99. thereby preventing return movement of the clutch. Just prior to the end position |.96 of the pedal, a shoulder ||9 on the segment member 99 engages the end ||1 of the detent member and to 'raise the same to engage the ynotch l|4 and pin ||6 so as to retract the lower end of the detent from the ratchet teeth upon return movement of the clutch. Upon movement of the clutch to a starting position, an arm I I9 carried by the segment gear engages the opposite side of the detent to remove the slot ||4 from the pin ||6 and allow the lower end of the` d etent to move down against the ratchet surface of the segment member. It will be noted that the mechanism may be maintained in a declutched neutral position by depressing the clutch pedal to an intermediate position retracting the master clutch plate and allowing the ratchet to segment member 99 is advanced into engagement with a gear |23 on the cam shaft 61, the ratio between the gears |22 and |23 being such that upon movement of theclutch pedal from position |96 to I2|, the cam shaft 61 will be rotated substantially 360. In accordance with the present arrangement, the gear |23 has the teeth thereon omitted or cut away at a side |24 opposite to the position of engagement of the cam 82 on the wheels 13 and 14 with the bracket 93 of the low gear shifting mechanism:

It will now be clear that the clutch and variable speed transmission mechanism is entirely controlled by the operation of a single member such as the clutch pedal here shown, and that a full and complete forward operation of an automotive vehicle can be controlled by this lever. Upon displacing the clutch lever to position 99 the mechanism is de-clutched without affecting any shifting of the transmission units andvupon release .of the clutch lever the gear `ratio will remain unchanged. Upon movement of the clutch pedal to position |96, the mechanism will iirst be de-clutchedA and the transmission units shifted so as to change from high to second or from second to high, depending upon the former connection, and upon release of the clutch pedal the gear ratio will be automatically changed. A fixed neutral position may be obtained by movement ofthe pedal into the zone between positions 99 and |96 and allowing the ratchetto hold the mechanism in this position. Lastly, on movement of the clutch pedal to its furthest depressed position l2 I, the mechanism will be de-clutched and shifted into low in the order named, regardless of the former operative position of the transmission mechanism.

Means is provided for reversing the direction of rotation of the driven shaft 1 upon shifting of the mechanism into low gear and as here shown, operates by keying the gear 41, which nor..

counter-shaft so that the drive connection will be eifected through the reverse idler gear 48 connecting the gears 41 and I9 on the counter-shaft and the driven shaft respectively. Such means here consists of a key |26 which is carried by a sleeve |21 on the counter-shaft and which is slidable longitudinally of the shaft between the gears M and 41to alternately connect them to the countershaft. Longitudinal displacement of the sleeve is here eiected by means of a lever |28 pivoted to the casing 9 and having a bifurcated end |29 engaged in a channel or collar H!! provided on the sleeve |21. The outer end I 32 of the lever may be connected by any suitable means, not shown, to an operating member in the drlver's compartment for controlling the direct drive and reverse drive positions of the'sleeve.

We claim:

1." A clutch and variable speed mechanism comprising, a drive member, a driven member, a plurality of different speed transmission units constantly connected to said driven member, a clutch plate connected to said drive member, a plurality oi clutch plates connected with said transmission units and each being movable to and from a position engaging said first clutch plate, a foot pedal, and means operative upon movement of said pedal in one'direction for retracting said iirst clutch plate from a position of engagement with said other clutch plates and selectively advance any of said second named plates into position for engagement with said nrst clutch plate and on movement of said foot pedal in an opposite direction to return said rst clutch plate to position engaging the second clutch plate so advanced.

2. A clutch and variable speed mechanism comprising, a drive member, a driven member, a plurality of different speed transmission units cono stantly connected to said driven member, a clutch plate connected to said drive member, a plurality oi' clutch plates connected with said transmission units and each being"movable to and from a position engaging said first clutch plate, a foot pedal, and means operative upon movement of said pedal in one direction to retract said first clutch from said position and`selectively displace said second named plates into and from said position depending upon the amount of movement o1' said pedal, 'and upon return movement of said pedal to return said rst clutch plate to said position.

3. A clutch and variable speed mechanism comprising, a drive member, a driven member, a plurality of different speed'transmission units constantly connected to said driven member, a clutch plate connected.to said drive member, a plurality of clutch plates connected with said transmission units and each being movable to and from a position engaging vsaid nrst clutch plate, a foot pedal, and a cam `connected to and rotated by said pedal and being. operative upon movement oi' said pedal in oneidirection to retract` said nrst plate from said position and to selectively advance said second plates into and from said position depending on the amount of movement of said pedal and on return movement o1' said pedal to return said clutch plate to said position.

4. A clutch and variable speed mechanism comprising, a drive member, a driven member, a plurality of diiierent speed transmission units constantly connected to. said driven member, a clutch plate connected to said drive member, a plurality v of clutch plates connected with said transmission units and each being movable to and from a position engaging said rst clutch plate, a foot pedal, means operative upon movement of said pedal in one direction to retract said first clutch plate from said position and to effect upon movement of said pedal through several zones of movement for the selective advancement and retraction of said second named plates to and from said position, and on return movement to return said first clutch plate to said position, and means operative upon movement of said pedal into one of said zones to prevent its retraction prior to completion of movement to the end of said zone. 5. A clutch and variable speed mechanism comprising, a drive member, a driven member, a plurality of different speed transmission units constantly connected to said driven member, a clutch plate connected to said drive member, a plurality of clutch plates connected with said transmission units and each being movable to and from a position engaging said rst clutch plate, a foot pedal, means operative upon movement of said pedal in one direction to retract said rst clutch plate from said position and to effect upon movement of said pedal through several zones of movement for the selective advancement and retraction of said second named plates to and from said position, and on return movement to return said rst clutch plate to said position, and ratchet means operative upon movement of said pedal into one of said zones to prevent its retraction prior to completion of movement to the end of said zone.

6. A clutch and variable seed mechanism comprising, a drive member, a driven member, a shaft connected to said driven member, a plurality of different speed transmission units constantly connected to said shaft, a clutch plate connected to said drive member, a clutch member directly attached to said shaft and movable into engagement with said clutch plate to produce a direct connection of said driven member to said drive member, a plurality of clutch members connected with said transmission units, rotary cam means for selectively advancing any of said clutch members into position for engagement with said plate and single control means for actuation of said cam operative upon a single reciprocative motion to selectively engage each of said transmission units.

7. A clutch and variable speed mechanism comprising, a. drive member, a driven member, a.

shaft connected to said driven member, a plurality of different speed transmission units constantly connected to said shaft, a clutch plate connected to said drive member, a clutch member directly attached to said shaft and movable into engagement with said clutch plate to produce a direct connection of said driven member to said drive member, a plurality of clutch members connected with said transmission units, cam means for selectively advancing any of said clutch members into position for engagement with said plate, and reverse gear mechanism adapted to be connected to each of said transmission units and said driven member.

JAY FEERICK.

WILLIAM R. SMYTH. 

